serjeant



l @uiten gist-rs @anni @fitta IMPOVBD RAILWAY SWITCH.

. @te tlgemrle maar tr in ttesetetters tant :mt mating gaat rf the smut.

'ro ALL wno'M IT 'MAY CONGERN; t

Be it known thas I, W. F'. SERJEANT, of thel city of St. Louis, in the county of St. Louis, and State of Missouri, have invented a new Combination Railroad Switch; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, making part of this specification, in which- Figure 1, sheet 1, is a plan view of the improved switch, showing the switch-rail sections locked in position, in line with the main track.

' Figure 2 is a similar view of the sameparts, showing the switch-rail sections locked in position, in line with a siding or turn-out. v

Figure 3 is a bottom view of one of the keys for operating the locks.

Figure 4 is an elevation of one side ofthe switch, shown in tig. I. Figure 5 is an enlarged sectional view ofthe lock frame, taken in the 'vertical plane indicated by line am: in iig. 4. 1

Figure 6 is a transverse section taken through the track in Vthe vertical plane indicated by red line yy infigs. 1 and 2. t i

Figures 7 and 8 are views showing the construction of one of-the switch-keys, its guides and supports, which are applied to the train for effecting the unlocking and the moving of the switch-rails.Y

Figure 9 is an' enlarged horizontal section of a switch-key.

Similar letters of reference indicate corresponding parts in the several figures.

This invention `relates to certain novel and useful improvements on the construction and operation of railroad switches, whereby perfect safety of trains passing and repassing over a switch is secured, without the attendance of switchmen at those points of a road where sidings or turn-outs are required. My invention contenu plates the employment upon the train of contri'vances which are under the control of the engineer and brakei man, in 'conjunction with a switch which vis so constructed that when the trainiis moving forward the engineer, upon his engine, shall have the same power of controlling the switch as a faithful switchman has under the old method; and in reversing or moving the'train backward, the brakeman at the rear end ofthe train, or rearmost car, shall be able to change or adjust the switch with equal facility. The great object of my invention is, therefore, to so construct a switch and the devices which are employed to ope'rateit, that a person upon a moving train shall perform the otilce of switchman, thereby affording greater se'curityof life and property upon rai-lu roads, and diminishing the force necessary under the old system of managing a road.

Theinature of my invention consists mainly in providing movable or switch-rail sections with arms or levers of such length and form as to be acted upon laterally by means o f'slloes or keys upon the front end of a locomotive, or upon the rear end of the rearniost car. in a train, and thus caused to adjust or change the switch-rails from the main track line to the siding, or ezfce versa, as circumstances shall require; said shoes or keys being so arranged, constructed', and applied that they shall be convenient to the person or'vpersons having charge of them, and entirely under the control of such person or persons, as will hereinafter be explained.

The inrention'fnrther consists inthe employment of an automatic, Ad oubleelocking contrivance at every switch, which shall safely and securely lock the switch-rails in place, both when they are in line -with the main track and in line with a siding or turn-out; said locking device being connected to the switch levers and dependent upon the action ofthe keys or shoes upon the train for' its operation, so that trains passing inleither direction over the switch will, at the pleasure of the engineer or a brakeman, as the case may be, effect the desired change of the switch-rails .with certainty; and all liability of accident from carelessness or absence of stationswitchmen will be avoided; and whilst this is the case the operation of the switch by hand can be effected with vthe same facility as with the old form of switch, as will bc hereinafter described.

The following description will enable others skilled in the art to understand the construction and operation of my invention, and the mode which I prefer to adopt in carrying it into eifecti In the accompanying drawings A A represent the rails of the main track; B B the rails of the siding or turn-ont, and C C the intermediate movable switch-rails, which may. be arranged and supported upon cross-ties and sleepers in the usual wellknown manner. I I i 58,31; f) JIJ On the outside of the switch-rails C C, and secured thereto by means of wrought-metal plates, or in any other suitable manner, are the horizontal lovers or arms D D, by means 'of which the said switch-rails are moved.

These levers D D extend some distance beyond the ends of their switch-rails on both sides of themaintrack and sidingrails, so -that they will be act d upon by a train approaching the switch-rails from either direction, and the latter adjusted properly before running upon them, as will be hereinafter further explained. The ends of the levers D D terminate in outwardly curved portions, a a u a, which are also constructed with their upper surfaces inclined toward the switch-rails C C, and elevated a short dista-nce above the plane of the rail surfaces, as shown in fig. 4, sheet 2. The extreme ends of these curved enlargements, a, are reduced to aproper size to receive and form bearings for segment barrel-levers, which operatc'latches orlocking-bo'lts, as will be hereinafter explained. These levers D D, as woll as the switch-rails C C, are connected together and strengthened by means of transverse girders or tie-rods b, which, by means of griping-jaws upon them, hold tho said levers and switch-rails firmly together, and prevent liability of lateral spreading or'contraction. I atl'ord additional strength and rigidity to said movable parts by means oi' the intermediate rail sections EE, which are also guardvrails, and which arcrmly clamped, bolted, or otherwise secured to them, and extended some distance on each side of the pivoted ends of the switch-rails, so asv to slide laterally upon the cross-ties or upon metallic tios bolted thereon, as shown in figs. 1 and 2. The switch-rails C O, and also those parts which I have above described as being attached to them, are pivoted to the cross-tie C. by means of a through-pin, c, shown in figs. 1, 2, 3, and 6, which pin passes vertically through a plate, d, lying upon said cross-tie, thus forming the axis of motion for the switch-rails and their levers. On both sides of said pivot c, and outside of the rails, the plate Z is again connected to the cross-tie C by means of vertical pins e c', which pass through oblong slots through said plato and also. through the cross-tie. These slots through plate dere cur-ved' concentric tothe axis of the centre-pin e, so as to allow the free ends of the switch-rails to vibrate from the ends of the rail sections A A of the main track to the ends of the rail sections of thc siding, as shown in gs. 1 and 2. The ends ofthe siding and maintrack rails are formed so as to make close joints with the ends of the switch-rails when-the latter are adjusted into linev therewith. 'Ihe plate Z may be secured in any suitable manner to thc movable sections, so as to move i with them and alford additional strength at the joints. A single central pivot, c, for the switch-rail and its levers might be found to answer the purpose,'but for greater security and substantialness I prefer to employ the auxiliary attachments at the out-er ends of the plate cl, which would prevent accident should the centrepin break.

It will be seen that the switch-rails, and also their levers D D and strengthening rails E E, all vibrate about thev centre-pin e, and all move at one and the same time when acted upon by a lateral thrust or pressure for adjusting or readjusting the switch. i l

Having thus described the manner of constructing and laying down thcrails at the switch, I will new describe the method of adjusting the switch-rails to the positions required by a train approaching the switch in either direction. i

In figs. 7 rand 8, G represents a frame or support,` which is secured in a vertical plane to thcsidc -and front end of a locomotive frame, so as to project forward thereof. To this frame asl-ide, G1, is applied, which is held irmly in place by means of guides and straps c e, or by other suitable devices, which will prevent its lateral displacement. Upon the lower end of this slide G1 'a shoe, G2, is suitably applied, consisting of an outer convex plate, e', which is hinged at its front end, Vas shown in tig. 9, so that by means of adjustable expansion screwbolts ff the shoe 'can be increased or diminished in width to compensate for the wearing of itsouter surface, and also to adapt it to operate with precision. In horizontal section this shoe G2 is of a tapering or wedge shape, its wings diverging from its front hinged edge, and curved on their loweredges so as to have the shoe turn up in front and rcur. To this shoe a small wheel or anti-friction roller, f', is applied with its axis transversely to the line of rails', and its periphery, at the lowest point, projecting slightly below the base of the shoe, as shown in figs. 7 and`8. Other means than thoseshown may be adopted for expanding and contracting the shoe G2. This shoe I have denominated a key, for the reason that it not'only serves for giving tho required lateral movements to the'switeh-rails, but it also serves to unlock and lockthesc rails, as will be hereinafter explained. The slide Gl, with its key, G`, has a free vertical play, and is raised or lowered by al lever or chain or other suitable means applied to its upper end, and placed in a convenient position to the engineer. It is to be lowered upon approaching a switch, so as to rest upon the rails or lie between the rails and levers in front of the foremost truck-wheels. Two of such contrivanc'es arc to be employed upon a locomotive, one on each side thereof, so that the engineer can bring the right or left-hand key into action, as. circumstances may require. The rear end offthe rear car may also have the keys applied to it, if it is desired to change a switch when the train is moving backward. The key-carrying frames upon the cars or coaches may be made rclnovable, so that they canbe readily taken from one ear or coach and applied to another. The slices or keys upon the cars are to be operated by a brakeman, or other person appointed for the purpose, by means of levers or other contrivances similar to those at present in use for operating brakes. The keys arelocated upon o. car or locomotive in such relation to thc outwardly curved ends a of the switch-levers D D, thatl the keys will, when depressed, press upon the inner faces of said curved endsV and move the leversund their switch-rails laterally about the centre pivot c. The keys Gr2 being of a wedge or tapering form, and the ends of the 'levers D being curved outward, there will be no injurious shock or concussion producedv by the sudden contact of the keys with the levers if the train is moving at a slow rate of speed. If the engineer' should fail toclevate a key immediately after it has acted upon a switch-lever, such key will pass on unobstrnctedlyovcr the upper surface of the opposite end of such lever, the lroller-fv coming into action n such event so as to roll freely over said elevated surface. y

The second part of my invention consists in providing a simple-and etiicicnt means whereby the switch-rails will be automatically locked firmly in place, both when they are in linewith the siding or turn-out and when in line with the main-track rails. This object is effected in the following manner: vOnthe termination of each end of each one of the switch-levers D D a segment, H, is pivoted by a vertical pin, the'straight edge of which segment is in or nearly in a line at right angles to the line of track, and the curved edge of which is bevelled and fitted under an overhanging portion of the lever D, so as to be held down lirmly in place, but allowed to move freely about its axis or pivot. The upper surface ot` each segment I-I is flush with `the.elevated surface of theenlargement a, to which it is pivoted, as shown in lig. 4.A Each segment lever I-I is constructed with a quarter barrel, z, for taking up its respective chain, J, when acted upon byla key, G2, on the passing train, as clearly shown in the drawings, sheet 1. The chain J proceeds forward and passes around a pulley, z', at one end of the cross-tie C', thence toward the middle of this cross-tie and around pulley j, and thence to an arm or spanner, K, which is keyed to the middle of a transverse rock-shaft, K. Rods J may be used at intermediate points instead of chains, as shown in fig. 3, sheet l. The segment-levers H, which are nearest the siding or 'turn-out rails, are connected to the arm or Spanner K by means of chains and rods J2, the former passing around pulleys k 7c, suitably arranged. Thus it will be seen that by pressing the inner end or long arm of either one of the four segments H toward the switch-rails, `such segment will cause the rock-shaft K to'turn about its axis. This rock-shaft is supported in bearings in a suitable manner within a bon-frame, L, which is secured down upon the sleepers, as shown in the drawings, and which forms a hollow cross-tic upon which the free en-ds of the switch-rails have their bearings and lateral sliding vibration. To the rock-shaft K', I suitably secure two locking levers N N, the lower or longer arms of which are inclined and loaded, as shown in the drawings. Theupper and shorter. arms of levers N play through slots, which are made vertically through the upper plate of the frame L, and form locking abutments for holding the free ends of the switch-rails firmly against lateral thrust and displacement. The locking portions of levers N are arranged in such relation to the ends'ot the siding or turn-ont rails, and the rails of the main track upon the frame L, as to lock the switch-rails'when in line with either track. The weights upon the longest arms of the levers N will, by their own gravity when released, effect the locking of the switch-rails when the latter are in proper position to be locked.

I do not confine my invention to the form and particular construction of the locking'leversherein shown, as I shall adopt such form in carrying my invention into practice as will be found best adapted to the purpose. The pillow-blocks and journal-boxes for the rock-shaft K may bc constructed in any suitable manner which may be found most convenient, and which will aiTord the greatest strength and durability, and also facility of access for lubricating and repairing.

It will be seen from the above description of the operation of the shoes or keys Gr2 upon the ends of the switch-levers D D, that the 'vertical ends of said shoes will first act upon the 'segments H to unlock the switchrails, after which these rails will be moved laterally in place by the pressure of the outer4 wings e of the keys upon the inner faces of the levers D. When the keys have released the segment levers H, and the free ends of the switch-rails are moved to their proper places, the weights upon the locking levers N N will fall, thus throwing up the locks, and at the same time taking up the slack in the switch-chains and bringing the seg-nient lever last acted upon by a key into proper position, as shown in sheet l of the drawings. If desirable, a spring may be applied in a suitable manner to each segment, H; for the purpose ol' insuring its return to a proper position after it has been acted upon by a switch-key. I prefer, however,'to eliect this object solely by the weights upon the locking levers, as springs are liable to injury when exposed to extremes of temperature, Should it be found desirable to pass over the switch withoutgrcatly diminishingthe speed of the train, this can be done by lengthening the side-switch levers D D from the centre-pin c, increasing the weights upon the locking levers N N, and' applying to the straight edge of each one of` the segment levers I -I a half-elliptic lea'tl spring or other suitable springfor modifying the blows of the keys upon the segments andswitch levers.

Having described my invention, what-I claim as new, and desire to secure by Letters Patent, is

A 1. Adouble-locking automatic railroad switch, which is constructed in the manner and upon the principles substantially as herein set forth. n

2. The' longitudinal levers D D, arranged on both sides of the track, and extended alongside of the-siding or turn-out, said levers being provided with .segment levers H, and constructed so aste be acted upon by keys G2 upon a moving train, and caused to change the switch at the pleasure of the engineer, substantially as i described. v l

3. The expansible keys G2, constructed substantially as and for the purposes described.

4. The anti-friction roller f applied to the key G2, substantially as and for the purpose described.

5. The combination of segment levers H, the switch levers D D, and the connection of such segment levers with locking devices, so that the switch-rails shall be automatically locked and unlocked, asfwell as changed from right to left by means substantially as described.

6. The locking levers N N applied to a rock-shaft K', und connected by means ot' chains and rods with devices applied to the switch-rail levers, substantially as described.

' g W. F.' SERJEANT.

Witnesses:

AR. T. CAMPBELL, Enw. Scnarnn. 

